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Remember when the traditional SUV was supposed to die? A lot of people make a lot of predictions, but as sure as rain, or should I say as sure as snow, which we were also told would no longer be part…

New Car Reviews

2019 Toyota 4Runner TRD Pro Road Test

Remember when the traditional SUV was supposed to die? A lot of people make a lot of predictions, but as sure as rain, or should I say as sure as snow, which we were also told would no longer be part of our future in Al Gore’s wildly sensational fantasy film “An Inconvenient Truth,” both the white fluffy stuff and big, off-road capable 4x4s remain very real and ever-present, thank goodness.

In fact, our winters have been getting colder in recent years, likely caused by a solar minimum amongst other things, making vehicles that can manage sudden downfalls of deep powder all the more important. The 4Runner can do a lot more than that, as evidenced in the photo gallery above, an opportunity to venture off the beaten path rarely missed when I spend a week with such a capable companion.

Toyota started building the 4Runner the year I graduated high school, and is now well into its fifth generation that was introduced over 10 years ago. The original was little more than the pickup truck with a removable composite rear roof section, much like the original Chevy Blazer and Ford Bronco that came before, but the next version that arrived in 1989 refined the offering with a fully enclosed roof, and the rest is history.

Unlike some body-on-frame competitors that forgot their 4×4 roots in their transformation to car-based crossovers, Toyota stayed true to the 4Runner’s purposeful character and earned respect and sales for doing so. Now it’s one of few truck-based off-roaders available, making it a go-to alternative for those needing family transport yet wanting a way to access a more adventurous lifestyle.

The 2019 model tested is being replaced by a new 2020 model, which swaps out the infotainment system with a new head unit complete with a larger 8.0-inch touchscreen, Apple CarPlay and Android Auto, satellite radio and USB audio, plus the brand’s Connected Services suite. Push-button ignition gets added too, as does Toyota’s Safety Sense P bundle of advanced driver assistance features including pre-collision system with vehicle and pedestrian detection, lane departure warning and assist, automatic high beams, and adaptive cruise control.

There’s a new trim level too. Dubbed Venture, it’s all about getting out of the city and into the wild. It builds on just-above-base TRD Off-Road trim, which means it starts off with go-anywhere features like 4-Wheel Crawl Control with Multi-Terrain Select, a locking rear differential, and the Kinematic Dynamic Suspension (KDSS) upgrade, not to mention a hood scoop, plus navigation system with traffic and weather, before adding black mirror housings, trim, and badging, Predator side steps, 17-inch TRD Pro wheels, and a basket style roof rack.

That might sound exciting, and it looks pretty cool, but it’s no off-road match to the TRD Pro given to me for a week’s testing. That truck looks even more intimidating, especially in exclusive Voodoo Blue paint. Anything not blue is matte black for a sort of paramilitary appearance, visually supported by a special heritage “TOYOTA” grille, a TRD-stamped aluminum front skid plate, plenty of black accents and badging front to back, and fabulous matte black painted 17-inch alloy wheels with TRD centre caps on massive 31.5-inch Nitto Terra Grappler all-terrain tires (although my tester’s were on Bridgestone Blizzak 265/70 studless snow tires).

It looks like it’s jacked up higher too, but there’s no mention of any change to ride height or ground clearance despite the addition of TRD-tuned front springs and TRD Bilstein high-performance shocks with rear remote reservoirs, but it probably doesn’t need much more height. An automatic disconnecting differential helps to keep the four drive wheels from fighting each other during tight turns, while its rear differential lock assists when the ground surface is extra slippery, and multi-terrain ABS comes into action when scaling a downward grade. Aforementioned Crawl Control is good for going up, down or just cruising along a low-speed stretch of flat terrain, selectable via an overhead console dial right next to the one for the Multi-Terrain Select system that makes choosing the four-wheel drive system’s best possible response over “LIGHT” to “HEAVY” terrain an easy process. Of course, getting serious will need a quick shift from “H2” or “H4” to “L4” for its low set of gears via the console-mounted 4WD Selector lever.

Its insanely capable off road, something I learned when swamping through a local 4×4 course I use whenever I have something worthy of its rutted trails and long, wide, deep muddy pools. I tested it recently with Jeep’s Wrangler Unlimited Sahara and did likewise with a Chevy Colorado ZR2 that saw brown water sloshing over its hood, plus I even proved Toyota wasn’t fooling compact crossover buyers into believing its new RAV4 Trail could actually do a bit of dirty dancing too, albeit nowhere near as capably as the others just noted, including this 4Runner TRD Pro.

My tester’s hood scoop never tested water, nor did it need the Tacoma TRD Pro’s snorkel, although it would’ve looked cool, and believe me I was careful not to totally soil the white and red embroidery on the special floor mats, or even get mud on the breathable leather-like Black SofTex seat upholstery, complete with red contrast stitching and red embroidered “TRD” logos on the front headrests, not that it wouldn’t be easy enough to wash off. I just keep my vehicles clean out of respect to the machinery, and an annoying fastidiousness about cleanliness.

The 4Runner TRD Pro makes easy work of most any off-road course or backcountry trail, even if there’s not much of a trail to begin with. Choose the right Multi-Terrain setting and engage Crawl Control if you need to sit/stand up high without needing to press the gas pedal, and its amazing grip will do the rest. We used to have a mechanical version of this on the family’s old Land Cruiser FJ40, which was more or less a choke that held the throttle out when applying the gas pedal wasn’t possible, and it worked wonders just like the 4Runner’s version. The FJ Cruiser had one too, a model that shared underpinnings with this much larger and more accommodating SUV, as does the global market Land Cruiser Prado and luxury-oriented Lexus GX 460.

Speaking of eight-cylinder-powered 4x4s, I remember when Toyota stuffed a 4.7-litre V8 into the previous fourth-generation 4Runner. I loved that truck and its silky-smooth formidable powertrain, but I must admit to rather having the 2.8-litre turbo-diesel found in the current Prado, as it’s fuel economy would be a bonus around town and in the woods where it could trek a lot farther away from civilization than the current 4.0-litre V6. That beast chows down a gluttonous 14.3 L/100km in the city, 11.9 on the highway and 13.2 combined, although it uses a great deal more in low gear off-road. That’s really this truck’s weak point, and now that Jeep is offering its Wrangler with a turbo-diesel V6, and Chevy has one for the Colorado, it’s high time Toyota provided North American 4×4 enthusiasts with something similar from its global catalogue.

The 4Runner’s five-speed automatic transmission doesn’t exactly help at the pump either, but it’s a ruggedly reliable lump of machinery and certainly shifts smooth enough. This TRD Pro model adds a red-stitched leather shift knob to its console-mounted lever, almost making it feel sporty when utilizing manual mode, and to be fair to the big hunk of an SUV it manages fast-paced corners quite well, whether on pavement or off, while its ride is very compliant, appreciated as much through inner-city laneways as on the trail.

I would’ve loved it even more if it came standard with shock-absorbing seat frames like my old ‘86 LC BJ70, still my favourite Toyota to this day (diesel-powered no less), but the TRD Pro’s powered seats with two-way lumbar took care of comfort well enough, while its tilt and telescopic steering column allowed for ample reach to set up my driving position for good comfort and control.

That steering wheel rim is leather-wrapped, albeit without the red stitching, and its spokes filled with just enough buttons to make it look up-to-date. Seen through its upper section is a really eye-catching set of bright blue, red and white on black Optitron gauges featuring a small trip computer at centre; nothing too advanced, but attractive and functional.

Over on the centre stack, the centre touchscreen might be the one being replaced for 2020, but it was nevertheless decently sized, fairly high in resolution and filled with attractive graphics and plenty of functions, its backup camera devoid of active guidelines yet nice and clear (when not sprayed with mud), its navigation system accurate and map easy to read, plus its audio system just fine.

The 4Runner’s second row is nicely sized for most anyone, particularly if seated next to one of the windows, while its third row gets deleted for this off-road model, leaving loads of space for cargo. There’s actually 1,337 litres (47.2 cubic feet) dedicated to gear, or up to 2,540 litres (89.7 cu ft) when the 60/40-split second row is folded down, making the 4Runner an awesome camping companion or ski hill buddy.

You can get into a 2019 4Runner for $46,155 or less depending on your negotiating skills (which shouldn’t have to be that sharp this time of year), while I should also note that leasing and financing rates could be had from 1.99 percent at the time of writing according to CarCostCanada, which also provides members with money saving rebate information and dealer invoice pricing that could save you thousands. The 2020 4Runner, which starts at $48,120 due to all the new equipment I mentioned earlier, only benefits from leasing and financing rates from 4.49 percent, so the 2019 might be the way to go if you can still find what you want. If it’s this TRD Pro, you’ll need to come up with $56,580 plus freight and fees, less any discount, this being the priciest trim in the lineup.

Money in mind, the 4Runner won’t wow its owner with fancy soft composite interior surfaces or any other premium touches, but that’s ok because it’s a tough-as-nails SUV that doesn’t need to pamper its occupants to impress. Instead, along with its killer off-road prowess, general ease of use and overall livability, it manages to beat every other similarly sized sport utility for all-important cost of ownership status by topping its “Mid-size Crossover-SUV” category in the 2019 Canadian Black Book Best Retained Value Awards, and while it didn’t do likewise in ALG’s Residual Value Awards, the Sequoia, Tacoma and Tundra did in their Fullsize Utility, Midsize Pickup and Fullsize Pickup categories respectively, so I’m guessing it wasn’t too far behind Jeep’s Wrangler in the third-party analytical firm’s Off-Road Utility segment (it won this category in 2018 after all).

I could go on and on with awards, but the 4Runner and Toyota have won too many to list over the years, so suffice to say you’ll be well taken care of in this dependable ute. I’d be happier than a pig in mud if this were my very own, although I’d probably rather have it in last year’s Cement Grey hue and would definitely add a TRD-sourced snorkel to its front right fender and A-pillar for dramatic effect.

Hold on. Subaru’s BRZ now outsells the Scion FR-S… er… the Toyota 86 by 2.5-to-one? What’s going on? Toyota has the stronger brand, right? Boy was I wrong. I was sure that rebadging Scion’s…

New Car Reviews

2019 Toyota 86 GT Road Test

Hold on. Subaru’s BRZ now outsells the Scion FR-S… er… the Toyota 86 by 2.5-to-one? What’s going on? Toyota has the stronger brand, right?

Boy was I wrong. I was sure that rebadging Scion’s sports car with Toyota’s much better-known logo would cause some sort of uptick in popularity, but its sales decline has been brutal over the past couple of years. In fact, since the car first became available in 2012, which began with a level of excitement from performance and tuning car enthusiasts that I hadn’t seen for a very long time and resulted in 1,470 Canadian deliveries in its first seven months, its sales have steadily dropped from a bullish 1,825 units in 2013, to 1,559 in 2014, 1,329 in 2015, 988 in 2016, 919 in 2017, and 550 in 2018, while as of November 2019 Toyota has only sold 250 units, representing a 53.3-percent drop over the same 11 months last year. Adding insult to injury, Subaru’s aforementioned BRZ, which only started edging out the 86 last year, is now sitting at 625 deliveries after 8.1 percent growth so far this year.

The BRZ’s recent upsurge should be an important indicator when analyzing the 86’ fall from grace. The fact is, not all sports cars are experiencing a downturn, but instead some, such as the BRZ and Mazda’s venerable MX-5, which has sold 767 examples so far this year for a 26.99-percent bump in popularity, are showing there’s renewed interest in the entry-level sports car segment, as long as its ardent customer base gets what they want.

Truth be told, Toyota’s 86 hasn’t changed much since it was refreshed for 2017 as part of its Scion FR-S transformation, and while part of me believes it doesn’t need much if any modifications, the numbers don’t lie. Truly, despite a U.S.-market Toyota spokesperson declaring last year that the 86 is here to stay for the foreseeable future, its current numbers should have the model’s handful of diehard fans feeling uncomfortable.

But the quoted numbers are just for Canada, right? What about the U.S.? Sales are certainly brighter south of the 49th where they’d need about 2,500 deliveries to match Canada’s output per capita. Year-to-date Toyota’s U.S. division has seen 86 sales grow by 3.9 percent to 3,122 units, which while hardly worthy of streamers, party horns and other New Year’s noise makers, at least beat Subaru at the very same game by trouncing U.S.-spec BRZ sales by 70.5 percent due to that model’s 36.8-percent plunge to 2,203 units. How did the MX-5 “Miata” do in the States? Not well at 7,314 units, a 13.5-percent drop, but at least none of them are the Fiat 124 Spider that’s only sold 687 units as of November 2019, a 32.7-percent downward spiral from a position that some might say was already well underwater (or six feet under?). Such results make Fiat Canada’s 204-unit 124 Spider sales look awesome per capita despite a 25.8-percent hit (U.S. deliveries should be about 2,000 units by comparison), and really Fiat shouldn’t feel so bad when comparing its current 124 Spider success to the 86.

There’s kind of good news on the horizon for Toyota’s most affordable sports car, however, and no I’m not talking about any increase in straight-line performance, an improvement most have been calling for since the model’s inception, but rather a much-needed upgrade to its infotainment system arriving for the upcoming 2020 model year. As it is, the 2019 Toyota 86 GT you’re looking at on this page appears identical to the one I tested in 2017, other than this car’s coat Raven Black paint and the 2017 model’s now discontinued burnt orange-like Hot Lava.

Toyota redesigned the entire front fascia for 2017, with those changes continuing into 2019 as well. Attractively detailed standard LED headlamps were part of the upgrade, and still provide a more sophisticated appearance, while the elongated front fender vents and redesigned “86” insignia, now positioned lower on the side panel, were at least different, as were the revised taillight lenses updated with brighter LEDs.

The cabin has always been pretty decent, but the earlier FR-S examples I drove never let me inside with proximity-sensing keyless access, nor did they start with a pushbutton, keep me warm via dual-zone automatic climate control, skinned their seats in leather trimmed with suede-like Alcantara, or covered their primary instrument hoods and passenger-side dash sections in padded and stitched microsuede like this 2019 86 does, but I must say the infotainment update promised for 2020 will be welcome.

Back in 2017, the current 6.1-inch centre touchscreen stopped paying tribute to Pioneer by upgrade its graphics to an attractive blue on black patterned background with cyan links, plus adding Toyota branding. It continues to look pretty good, but doesn’t come off as advanced as the automaker’s new Entune system, because it clearly isn’t. Other than the usual radio functions it allows for USB integration, plus it connects wirelessly via Bluetooth for talking on the phone and streaming audio, but believe it or not it doesn’t project the backup camera’s image. Instead, it blocks half of the rearview mirror’s usefulness with a tiny image that’s hardly useful at night in the rain, seeming more like a way for Toyota to satisfy regulators that now demand rearview cameras, than improve safety. I was therefore shocked to learn that the completely new 7.0-inch centre touchscreen in the 2020 86, which positively includes Apple CarPlay and Android Auto, doesn’t include the rearview camera. This means you’ll still be squinting at the mirror when backing up, which simply isn’t good enough.

This said, with North American sales numbers as poor as they are, should we expect any more investment in the 2020 86? Then again, are those numbers as bad as they are because Toyota hasn’t invested enough in this car? Even hindsight can’t help us answer this question, but one thing is certain, the 86 remains one of the most enjoyable cars in its class to hustle down a winding mountainside road.

I specified “down” because its Subaru-sourced 2.0-litre horizontally opposed “boxer” four-cylinder engine continues to make just 205 horsepower and 156 lb-ft of torque, which while pretty good for most cars that weigh in at just 1,252 kilos (2,760 lbs), isn’t as formidable as many of its peers. Those numbers were bumped up five points each for 2017, which was an improvement, but 2.5 and 3.3 percent upgrades respectively didn’t answered the ongoing call for more performance requested by the very same customers buying it.

Of note, only six-speed manual (6M) equipped cars received the increased power, which came together with a reworked rear differential designed for quicker launches from standstill. Cars like my previous 2017 tester that utilize Toyota’s paddle-shift actuated six-speed automatic (6A), which incorporates a downshift rev-matching system dubbed “Dynamic Rev Management,” continued forward with the unmodified powertrain, but at least Toyota added hill start assist.

I have to admit to not minding the autobox as much as I expected, as it’s a decent transmission and a lot easier to live with around town, but this is a rear-wheel drive sports car folks, not merely a sporty looking front-drive coupe based on a compact commuter sedan, so if this were my personal ride I’d only own it with a manual gearbox.

Modulating the clutch and letting the revs climb right up to 7,000 rpm for maximum power is the best way to get the most out of the engine’s available power, whether taking off in a straight line or exiting a corner, and on that last note the 86 continues to be one of the nimblest chassis’ available in its price range.

It gets MacPherson gas struts up front and double wishbones in back, plus if you ante up from this GT trim line to the top-tier manual-only SE, SACHS performance dampers are included, while the already strong four-wheel discs get upgraded to Brembos and usual standard 215/45R17 summers grow to 215/40R18 Michelin Pilot Sport 4 performance tires, although my tester included Bridgestone Blizzak winters that really made it easy to slide the back end out; no bad thing.

The 2019 86 comes in base, GT and just-noted SE trims, by the way, some base model highlights not yet mentioned including a limited slip differential, auto on/off LED headlamps, heated power-adjustable side mirrors, remote keyless entry, a tilt and telescopic leather-wrapped multifunction three-spoke sport steering wheel, a leather-clad shift knob and handbrake lever, aluminum sport pedals, a trip computer/multi-info display, cruise control, variable intermittent wipers, single-zone automatic climate control, eight-speaker AM/FM audio with aux and USB inputs plus an Automatic Sound Levelizer (ASL), Bluetooth phone and streaming audio, a six-way manually adjustable driver’s seat, power windows with auto up/down all-round, dual vanity mirrors, all the usual active and passive safety equipment, and more for only $29,990 plus freight and fees.

The automatic transmission will set you back $1,200, this being the same price whether choosing a base 86 or opting for $33,260 as-tested GT trim. Of note, the GT wasn’t available when I last reviewed the 86 in 2017, with most of its features part of a Special Edition that now shares its more performance-oriented upgrades with the new SE, or TRD Special Edition. Before getting into that top-line model, GT trim provides the proximity-sensing access and pushbutton start/stop, dual-zone auto HVAC, and fancier leather/microsuede upholstery and trim mentioned earlier, those front seats also including warmers as part of this upgrade, while additional GT features include LED fog lamps, a rear spoiler with black-painted accents, a 4.2-inch TFT multi-information display with vehicle performance data, and a theft deterrent system.

Lastly, the $38,220 TRD (Toyota Racing Development) Special Edition, which once again can only be had with the manual transmission, adds a TRD aero kit, TRD performance dual exhaust, black side mirror housings, special cloth sport seats with red accents, red seatbelts, and red interior stitching to the upgraded wheel and tire package plus the suspension tweaks mentioned earlier.

Speaking of trims, packages and pricing, those interested in a 2019 86 can access up to $2,000 in additional incentives by visiting the 2019 Toyota 86 Canada Prices page at CarCostCanada, or if the new infotainment system in the 2020 model seems like the better bet, check out CarCostCanada’s 2020 Toyota 86 Canada Prices page, which will tell you how to access factory leasing and financing rates from 3.49 percent, plus other manufacturer rebate information and dealer invoice pricing that could save you thousands.

The 2020 model replaces the TRD Special Edition with a new Hakone Edition, by the way, which comes painted in unique Hakone Green and rides on 17-inch bronze-coloured alloys, while the name “pays tribute to one of the greatest driving roads in the world,” says Toyota, but so far the only way to find out about it is to visit Toyota’s U.S. retail website (where I sourced this info) as the automaker’s Canadian site has no info about the 2020 86 (again, go to CarCostCanada for 2020 86 pricing, trims, etcetera).

I’ve mentioned a number of 86 competitors already, but the one that probably comes closest to matching Toyota’s sports coupe in layout is Nissan’s 370Z Coupe, and you might be surprised to learn it retails for only $30,498 in its most basic trim, and with that solves the 86’ most criticized performance issue with a 350 horsepower base 3.7-litre V6. Its tech will take you a dozen years back in time, however, so get ready to be deflated if you want hook your smartphone up to Apple CarPlay or Android Auto, or even stream a podcast via Bluetooth (the base model will only let you take calls that way), but the orange liquid crystal displays provide a cool ‘80s retro digital Seiko look if you’re into that sort of thing, and it’s hard to argue against all that straight-line power.

Before you run down to your local Nissan store and snap up a new Z, consider that it weighs 260 kilograms (573 lbs) more and feels like it, the Nissan doesn’t come with a rear bench seat so two (small) folks will need to stay home, and the 370Z’s fuel economy is nowhere near as efficient as the 86, Toyota achieving a claimed 9.9 L/100km in the city, 7.3 on the highway and 8.7 combined with the manual or 11.3 city, 8.3 highway 9.9 highway with its automatic, and Nissan only managing 12.6 city, 9.3 highway and 11.1 combined with the Z’s six-speed manual or 13.3, 9.3 and 11.5 respectively for its seven-speed auto.

Of course, most of us don’t base the purchase of a future sports car on its fuel-efficiency, but this day and age it’s certainly a bonus, while anyone with kids will appreciate those rear seats. I wouldn’t go so far as to call Toyota’s 86 practical, but it’s easier to live with than many of its two-seat competitors and its one-piece rear seatback even folds down to expand on a reasonably sized 196-litre (6.9 cubic-foot) trunk to boot. Add to that good expected reliability and the 86 is a good choice for anyone wanting a daily driver with much better performance than most anything else available under $30k.

Toyota may have said sayonara to its Scion line a few years ago, but the youth-oriented brand’s spirit continues to live on in cars like the impressive new Corolla Hatchback. The Corolla Hatchback takes…

New Car Reviews

2019 Toyota Corolla Hatchback XSE Road Test

Toyota may have said sayonara to its Scion line a few years ago, but the youth-oriented brand’s spirit continues to live on in cars like the impressive new Corolla Hatchback.

The Corolla Hatchback takes over from the Corolla iM, which was previously the Scion iM, one of the industry’s best compact five-door hatchbacks from model years 2016 through 2018. It was finished to a higher level than most rivals, partly because it was actually a rebadged second-generation Auris from Europe, where they generally finish cars to higher levels than we get here. In Australasian markets this model was long dubbed Corolla Hatchback, so it only made sense to adopt the simpler, more familiar name when this new model arrived on North American shores for 2019.

While this five-door Corolla isn’t as popular as its four-door sibling, you may recognize the redesigned Hatchback’s snazzy new LED headlight-enhanced face now that the 2020 Corolla sedan is starting to show up everywhere. Both new models are high on style and big on substance, and while they’re not going to give the mighty Honda Civic a run for its money, the Corolla line will once again finish 2019 well ahead of every other compact competitor.

No matter the angle, the new Corolla Hatchback looks good, something I can’t say for Honda’s five-door rival. While the Toyota has plenty of sharp angles in keeping with today’s styling preferences, its basic shape is organically flowing, something I’ll hazard to guess will stand the test of time more easily. No doubt outward design influences the Corolla’s high resale value, its second-place standing in the 2019 Canadian Black Book’s Best Retained Value Awards only beaten in the compact car class by Toyota’s own Prius, although this impressive result will also be due to the Corolla Hatchback’s superb value proposition, Vincentric having also honoured the car with its 2019 Best Value In Canada Award in the Compact Hatchback category.

A quick visit to CarCostCanada (where you can also find the latest rebate info and dealer invoice pricing that could save you thousands, plus factory leasing and financing rates that started from 0.49 percent at the time of writing) will show 2019 Corolla Hatchback pricing starting at just $20,980 plus freight and fees, which is actually $1,770 less than the old 2018 Corolla iM mentioned earlier, and believe me the redesigned model is a much better car.

Its standard auto on/off headlamps are full LEDs, compared to halogen projectors in the outgoing model, while the new taillights continue with standard LEDs. The old car’s remote entry has been upgraded with standard proximity-sensing keyless access plus pushbutton ignition, this not even available before, its classic handbrake replaced by an electric parking brake, while the compact Toyota’s advanced driver assistive systems have been upgraded from just including auto-dimming high beams, autonomous emergency braking, and lane departure alert, to now featuring frontal pedestrian and bicycle detection, lane and road departure steering assist, plus adaptive cruise control.

Items like LED daytime running lights, LED turn signals integrated within the side mirror housings, a rear spoiler, fabric-wrapped A-pillars (another sign this car comes out of Toyota’s European division), piano black lacquer and metallic interior accents, a tilt and telescopic multifunction steering wheel, a 4.2-inch colour TFT multi-information display, variable intermittent wipers, an intermittent rear wiper, power windows with auto up/down all around, and cloth sport seats continue forward, as does a touchscreen infotainment system atop the centre stack with a backup camera, Bluetooth phone connectivity and audio streaming, voice recognition, and six-speaker AM/FM/USB/AUX audio, but the new 8.0-inch centre display is now a full inch larger than its predecessor and features Apple CarPlay and Android Auto smartphone integration plus Toyota’s proprietary Entune system that also comes with Entune App Suite Connect featuring traffic, weather, sports, stocks, a fuel station locator, Slacker, Yelp, and NPR One, making the new Corolla Hatchback much more modern.

That said the old iM’s standard 17-inch alloys are now replaced with a comparatively rudimentary set of 15-inch steel rims with covers in base trim, while its leather-wrapped steering wheel rim and shift knob is now urethane, dual-zone auto climate control system now single-zone, albeit still automatic, heated front seats now optional, and the list goes on, all of these reminders that Scion (and the Corolla iM that followed) was mostly a single-trim, no options, one-size-fits-all brand, which meant its cars were always nicely equipped in “base” trim, albeit with entry-level pricing that was often a bit higher than some rivals, and there was no opportunity to add higher end features, such as larger wheels, fog lamps, upgraded instrumentation, navigation, leather upholstery, heated rear seats, etcetera.

This is not a problem for the new Corolla Hatchback, as is immediately noticeable from its front fog lamps and stunning machine-finish 18-inch alloy wheels with black painted pockets. These come standard in my tester’s top-line XSE trim, but before I delve into its details I should take you on a short tour through some of the 2019 Corolla Hatchback’s other trim packages.

For instance, a reasonable $1,000 replaces the rev-matching six-speed manual gearbox with a Direct-Shift continuously variable transmission (CVT) featuring sequential shift mode, while its completely automated shifting also allows for an automatic upgrade to full-speed adaptive cruise control and lane tracing assist.

Both manual and CVT models can be had with one of three packages above base, including the $1,600 SE, $3,000 SE Upgrade, and the as-tested $6,000 XSE. The SE, which pushes the Corolla Hatchback’s price up to $22,580 for the manual or $23,160 with the CVT, adds 16-inch alloy wheels, some additional chrome exterior trim, a leather-wrapped steering wheel rim, a power-adjustable driver’s seat with two-way powered lumbar support, heatable front seats, a theft deterrent system, and steering wheel-mounted paddle shifters with the CVT, while the SE Upgrade package, increasing the price to $23,980 for the manual or $24,160 with the CVT, provides some heat for that steering wheel, plus adds convenient wireless device charging, blindspot monitoring, and those 18-inch alloys noted a moment ago.

As for my tester’s XSE trim that starts at $26,980 with the manual and $27,980 for the CVT, and I’ve got to point out how fabulous it is that Toyota combines its sportiest, highest end trim with its most performance-oriented gearbox, it includes the LED fog lights mentioned before, a 7.0-inch TFT digital driver’s display, plus special Sport fabric upholstery with leatherette trim, dual-zone auto HVAC, Entune 3.0 Premium Audio that adds embedded navigation/route guidance to the centre touchscreen (with automatic map updates for three years), plus traffic and weather info, Entune Destination Assist (with a six-month subscription), Entune Safety Connect featuring automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance, plus satellite radio.

A few dealer-added accessories worth getting include a dash camera for $650, a cargo liner for $155, a cargo net for $80, and doorsill plates for $250, while the Corolla Hatchback’s exterior can be dressed up with an ultra-sporty extended rear rooftop spoiler for $535.

The Corolla Hatchback’s cabin is as attractive and nicely put together as the car’s exterior, with plenty of soft-touch composites covering the dash top, the inside portion of the lower console, the front door uppers, plus the armrests side and centre. The mostly black interior motif gets highlighted by cream/grey-coloured contrast stitching in key areas, while the aforementioned sport seats feature the same thread along with a unique two-tone colour treatment thanks to a lighter grey used for their fabric inserts. The seats’ two-way warmers heat up quickly, and can be set to do so automatically each time the car is restarted, as can the heatable steering wheel that makes better equipped Corolla Hatchbacks a lot more pleasurable to live with year round.

The contrast stitching doesn’t transfer over that steering wheel, but its meaty, nicely shaped sport rim feels good in the hands no matter the temperature, and the telescoping steering column provides a lot more reach than the iM’s did, allowing me to set up the driver’s seat more ideally for my long-legged, short torso body. Comfort in mind, the two-way powered lumbar support did a reasonably good job of applying pressure to the small of my back, although slightly lower would’ve been better.

Set up and ready to go, the upper half of the sport steering wheel frames a brightly lit primary instrument cluster featuring the usual array of tachometer, speedometer, fuel and temperature gauges, with the first one set up in a semicircle to the very left, the second dominating the middle position, and the latter two combined in another semicircle to the right. At the centre of the arching speedometer is the multi-info display, providing the usual types of functions a driver might need, from trip information to fuel economy, phone info to cruise control details, etcetera, all accessible via a really nice set of steering wheel controls.

The big centre display hovers above the dash like a fixed tablet, and features quick-access buttons down both sides, plus rotating power/volume and tune/scroll knobs at the bottom of each row. The touchscreen responds to tap, swipe and pinch gesture inputs quickly, this especially useful for the navigation system’s map, while screen resolution is good, aiding the clarity of the backup camera, the colours are attractive with reasonably deep contrast, and the graphics are more functionally straightforward than outright good looking. In other words, Toyota’s Entune interface looks as if a team of engineers designed it rather than a graphic artist, but it certainly works well.

Another carryover feature from Corolla iM to Hatchback is the independent multi-link rear suspension (IRS), something now also provided by the 2020 Corolla sedan, albeit for the first time. The two new Corollas ride on the completely different Toyota New Global Architecture (TNGA) platform architecture, so it’s not exactly the same IRS, but it nevertheless improves the Corolla’s ride and handling more than if set up with this segment’s usual torsion beam rear suspension design, while the new TNGA platform increases torsional rigidity by 60 percent, again aiding handling while also making the body and all occupants safer from impact.

The stiffer construction can certainly be felt on the road, more structural strength allowing for greater compliance from the suspension and therefore the better ride quality just noted, while the IRS also prevents secondary jarring from the rear when pushing it a bit harder over bumpy roads. This kept my tester’s 225/40R18 Bridgestones in better contact with the road below, and the more often a tire’s contact patch is touching pavement the more chance it has of making a given corner, the Corolla Hatchback much more stable through fast-paced curves than some of its peers that don’t yet offer such sophisticated rear suspension setups.

I honestly had no complaints about the old Corolla iM’s 16-valve, DOHC, 1.8-litre four-cylinder that put out just 137 horsepower and 126 lb-ft of torque, as it was a free-revving engine that was plenty of fun to row through the gears, although the six-speed manual was more fun to play with than the easier-to-live-with CVT-S automatic, the “S” referring to Sport. Every aspect of new Corolla Hatchback’s drivetrain is a great deal more enthusiastic, however, so I’m not lamenting the loss of the iM one whit, its direct-injection 2.0-litre four-cylinder making 168 horsepower and 151 lb-ft of torque, which is 31 horsepower and 25 lb-ft of torque more than the iM, and therefore more than enough to offset the new Hatchback’s 118-kg (260-lb) gain in curb weight, to 1,388 kg (3,060 lbs).

Of course, nothing increases output better than cubic centimetres, and 200 is roughly 10 percent of added displacement, but Toyota replaces its old Valvematic system with much more sophisticated VVT-iE (Variable Valve Timing – intelligent by Electric motor), a Lexus development now trickling down to Toyota’s offerings. Basically it’s the same dual VVT-i system used in other applications, albeit with an electrically operated actuator adjusting and maintaining intake of the camshaft timing. Exhaust camshaft timing remains controlled via a hydraulic actuator. In other words, the new engine is much stronger and maintains its energy over a wider rev range.

As for the upgraded continuously variable transmission, usually the Achilles heel of any car attempting to be sporty, the old iM’s was good and the new Corolla Hatchback’s is ruddy brilliant. Truly, this is one of the best CVTs I’ve ever tested, with really quick, snappy shift increments when in Sport mode. What’s more, Toyota’s Direct-Shift CVT includes a whopping 10 gear ratios, which is more than any other I’ve experienced. Of course, they’re pseudo gears, but they nevertheless feel very realistic and are plenty of fun to actuate via the paddles noted earlier. Left to its own devices it’s a smooth, linear shifting CVT that most should appreciate, while it really helps to lower fuel economy.

Despite all the extra engine output and added mass noted a moment ago, the new Corolla Hatchback more than edges the old Corolla iM out when it comes to fuel economy, the new model’s claimed 7.5 L/100km city, 5.8 highway and 6.7 combined rating much thriftier than the iM’s 8.3 city, 6.5 highway and 7.5 combined rating. The new car’s manual is better on fuel too, with a rating of 8.4 L/100km in the city, 6.3 on the highway and 7.5 combined, compared to 8.8 city, 6.8 highway and 7.9 combined for the old model.

I love it when automakers provide us with a “have your cake and eat it too” experience, and for the most part that pretty well sums up this car. It’s faster and more fun to drive yet saves money at the pump, and improves most every other aspect of car ownership too, but nevertheless all that mass noted earlier, which was partially acquired by making the Corolla Hatchback 100 millimetres (3.9 inches) longer than its predecessor with a 40-mm (1.6-in) longer wheelbase, plus 30 mm (1.2 in) wider, albeit a slight 25 mm (1.0 in) lower to the ground, doesn’t add up to inches inside. In fact, while front legroom, rear headroom and rear shoulder room have been increased fractionally by 7 mm (0.3 in), 2 mm (0.1 in) and 10 mm (0.4 in) respectively, front headroom is less accommodating by 33 mm (1.3 in), front shoulder room is narrower by 10 mm (0.4 in), and rear legroom is shorter by 71 mm (2.8 in), while the dedicated cargo compartment is 14 percent smaller, shrinking from 588 litres (20.8 cubic feet) to just 504 litres (17.8 cubic feet).

Nevertheless, I found it roomy enough and comfortable in all outboard positions, although take into consideration that I might be long-legged but only measure five-foot-eight on a particularly elevated day, so taller folk may feel more confined. Like the iM, the Corolla Hatchback’s cargo area gets a removable carpeted load floor with a compact spare and tiny bit of stowage space below, while 60/40 split-folding rear seatbacks can be laid flat to expand its cargo capacity, although Toyota makes the size of the Hatchback’s maximum gear-hauling capability a secret, just as it did with its predecessor.

I can’t for the life of me comprehend how an automaker makes a car larger in almost every respect, yet loses interior room, unless they’ve taken a car that had already some of the highest safety accreditation it could have and made it better, and to its credit the new model achieves best-possible “Good” ratings in all IIHS categories, except for “Crash avoidance & mitigation” in which the headlights merely achieve “Acceptable” or “Marginal” ratings depending on trim or option, although it should be noted this is a U.S. agency and the U.S.-spec Corolla Hatchback isn’t identical to ours. The Corolla Hatchback actually gets a rare “G+” rating for its child seat “LATCH ease of use,” while the NHTSA gives it a 5 star safety rating.

I give the new Corolla Hatchback four stars for being a superb little compact hatch that’s big on style, build quality, features and performance, yet a bit smaller than expected on interior roominess. This said it should be high on your list if you’re considering a compact hatchback.

Beauty is truly in the eye of the beholder, and to many a luxury car buyer it seems desire grows commensurately with the size of its grille. Enter the 2019 Avalon, which incidentally is identical to the…

New Car Reviews

2019 Toyota Avalon XSE Road Test

Beauty is truly in the eye of the beholder, and to many a luxury car buyer it seems desire grows commensurately with the size of its grille. Enter the 2019 Avalon, which incidentally is identical to the upcoming 2020 model, a car that’s gone from having one of the larger front grilles in the industry to now leaving very little room for anything but the grille.

The frontal aperture looks larger in as-tested base XSE trim due to a gloss-black surround instead of the top-line Limited trim’s chrome, while the deeper, inkier, glossy mesh grille inserts appear more menacing than the loftier model’s horizontal ribs. Toyota further emphasizes the XSE’s sporting nature with black side mirror housings and a black rear deck lid spoiler, small in size yet quite noticeable when the car is doused in a lighter paint finish than my tester’s lovely Brownstone metallic.

Even the XSE’s LED headlamps look more piercing than the Limited’s upgraded triple-beam LEDs, while its once graceful taillights have given way to a single body-wide LED infusion hovering over a thick black diffuser-style lower bumper cap bookended by a quad of circular chrome tailpipes with the XSE or two large rectangular chromed tips for the Limited. Likewise the XSE’s machine-finished 10-spoke 19-inch alloys with black-painted pockets are decidedly more aggressive looking than the upscale Limited’s shiny silver multi-spoke 18-inch rims.

With the 2019 refresh one thing is for sure, Toyota isn’t willing to idly stand by watching ever-increasing SUV popularity destroy their beloved full-size flagship luxury sedan without a fight. The new Avalon now begs to get noticed, which shows a significant turnaround from the model’s formative years when it was more content living life in the shadows.

My favourite Avalon was the 2005–2012 fourth-generation model, a truly elegant car that provided much better performance than its classy styling promised. While hardly a sport sedan, the Av has continued to improve over the years, with this fifth-gen model, particularly in base XSE trim, its most dynamic yet.

To be clear, the XSE is only base in Canada. South of the border, where Avalon sales are more than 100 times greater (Americans bought 22,453 Avalons during the first nine months of 2019, compared to just 212 over the same three quarters in Canada, despite the US only having 10 times the population), it’s offered in XLE, XLE Hybrid, XSE, Touring, Limited and Limited Hybrid trims. As anyone shopping for an Avalon knows, the hybrid isn’t offered here, Toyota having long provided this fuel-friendly alternative in Lexus’ ES line instead. The two full-size luxury sedans share all subsurface components, by the way, and thanks to even stronger sales under its premium brand (in Canada too, where the ES is only outsold 35 to 1, with 37,896 US deliveries compared to 1,081 in Canada), the Avalon continues to exist north of the 49th.

The numbers above attest that you, dear reader, either digest all things automotive or, if considering purchasing, have very unique taste. Yes, the Av certainly has exclusivity going for it, an appeal that isn’t wholly price related, in that you’ll likely never see one of these pull up next to you at a stoplight, or show up in your neighbour’s driveway, unless he or she happened to like yours so much they went out and bought one of their own.

This is more likely to happen with the new generation, as it will no doubt get noticed, but the overwhelming trend is downward in this full-size volume-branded sedan category. Even the mighty Dodge Charger and Chrysler 300 pairing that saw 4,704 collective sales over the same nine months had to accept this comparatively large number was the result of a significant downward slide of 14.15 and 39.31 percent respectively, while GM’s Chevrolet Impala and Buick LaCrosse managed 2,075 total deliveries during this period for respective 16.96 and 15.13 percent downturns, which no doubt only added internal support for their upcoming discontinuation. The 710 sales of Nissan’s Maxima and mere 7.07 percent year-over-year shrinkage is downright impressive next to Toyota’s aforementioned 212 Avalon delivery total, the latter a 17.19-percent reduction, whereas all must look positively meteoric from Kia’s standpoint, its Cadenza finding just 19 buyers since January for the segment’s worst 54.76 percent YoY plunge. Shockingly Kia hasn’t cancelled the Cadenza for Canada, but in fact will introduce a totally redesigned one for 2020.

Bravery should be rewarded, whether by manufacturer or consumer, and to the latter end buyers in this class do end up getting a lot of luxury car for their money. The $42,790 base Avalon XSE’s list of standard features includes the aforementioned LED headlamps and LED taillights, plus 235/40R19 all-season tires, proximity-sensing keyless entry, pushbutton ignition, a powered tilt and telescopic steering column, a leather-wrapped multifunction steering wheel, a 7.0-inch multi-information display, a 9.0-inch infotainment touchscreen with Entune and Apple CarPlay smartphone integration (but no Android Auto), SMS/text- and email-to-speech functions, advanced voice recognition, eight-speaker audio with satellite radio, Bluetooth streaming audio, a wireless smartphone charger, four USB charging ports, a powered moonroof, an eight-way powered driver’s seat, a six-way powered front passenger’s seat, Toyota’s Softex breathable leatherette upholstery, heatable front seats, an auto-dimming rearview mirror, a universal garage door opener, dual-zone automatic climate control, and more.

Entune Safety Connect is also standard, providing automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistive, while standard advanced driver assistive and safety systems include automatic high beams, adaptive cruise control, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, blind spot monitoring and rear cross-traffic alert, plus all the expected active and passive safety features including two airbags for front occupant knees, plus more.

The multi-information display just mentioned sits in the middle of a mostly analogue instrument cluster, which is nothing new, but I like that it does more than just provide the usual trip information. For instance, it also provides route guidance instructions right where you need them, while the big touchscreen atop the new centre stack might lack in the way of colour and therefore doesn’t make enough use of its high-resolution capability, but it does incorporate Toyota’s new Entune smartphone integration, which I like a lot better than Android Auto. The system lets you connect to functions, music and info like traffic conditions, fuel stations, weather forecasts, stocks and more via a variety of apps including Scout GPS, Yelp, Slacker, NPR One and more through your smartphone.

Those wanting more can opt for $47,790 Limited trim, which adds 235/45R18 all-season tires, the previously noted triple-beam LED headlamps, a more complex set of LED taillights, ambient interior lighting, a 10-inch colour head-up display with customizable settings, a heatable steering wheel rim, four-way powered driver’s lumbar support, driver’s memory, semi-aniline leather upholstery, ventilated front seats, heated rear outboard seats, a 360-degree surround bird’s-eye view parking monitor, navigation, a 14-speaker 1,200-watt JBL Clari-Fi surround sound audio system, Connected Services by Toyota Premium Audio, a three-year subscription to Scout GPS Link, intelligent clearance sonar (front parking sensors), automatic rear cross-traffic braking, and more.

All these features are great, but honestly some should be part of the base package. The Avalon XSE is hardly cheap at almost $43k, so why does Toyota force its very small number of interested buyers to buck up another five grand just to get a heated steering wheel? Sure, plenty of other features come with this trim too, but a warm steering wheel rim should be a prerequisite for designating the word “luxury” on any car attempting to lure in Canadian buyers. After all, our winters have been getting colder, not warmer as our news media wants us to believe (February 2019 was the coldest ever in Vancouver). Making matters worse, the Av on this page was the only car I tested in weeks without a toasty steering wheel, the others being an off-road specialty 4×4 pickup truck and a small luxury-branded car. Toyota is normally quite slow in adopting trending features, the latest Camry not offering one at all. This deficit was made worse while writing a review of a 2019 Kia Forte during the same week, which included a heated steering wheel in its most basic $16,000 model. Fortunately Toyota is starting to figure out that it’s been losing sales to upstarts like Kia, and now offers an optional heated steering wheel in the new 2020 Corolla, and will do likewise for the Camry in 2020.

The Avalon’s interior refinement is quite good above the waist, meaning that soft, pliable composites are used across the entire dash top and both front and rear door uppers, while a softer padded and stitched surface treatment gets added along the middle portion of instrument panel, just below a beautifully textured metal-like inlay and really attractive three-dimensional metallic and black horizontal section that melds into the corner vents. The bottom half of the dash, including the glove box lid, is made from a harder plastic, as are the lower door panels, but the doors’ middle sections, below the premium-like uppers, are comprised of soft-touch synthetics, ultrasuede and stitched leatherette.

The centre stack is mostly made up of black, glossy, glass-like surfacing, the upper section blending seamlessly into the main infotainment touchscreen, and the bottom portion housing a digital readout plus controls for the HVAC system. This doesn’t come across as upscale as the previous Avalon’s metal-finished centre stack surface treatment, the latter model’s tiny hollowed-out hockey stick-shaped switchgear absolutely stunning, albeit the new design modernizes the look and is certainly easier to use. The top portion of the centre stack appears to hover in the air, thanks to buttresses that allow access to a large wireless phone charge pad sitting below a padded retractable bin lid. The rest of the lower console is finished in stitched and padded leatherette, and is nicely detailed with satin-silver trim around the gear selector and cupholders, while this aluminized trim completely surrounds the console and centre stack as well, plus the steering wheel, much of the switchgear, and other highlights elsewhere. It’s a very attractive cabin that does a decent job of providing premium levels of luxury, even including fabric-wrapped A-pillars.

In case you were wondering how the Avalon measures up to the slightly smaller Camry that joins the aforementioned Lexus ES by also riding on Toyota’s TNGA-K (GA-K) platform architecture, it’s 100 millimetres (4.0 inches) longer from nose to tail, with a 50-mm (2.0-in) longer wheelbase, plus it’s also 10 mm (0.4 in) wider and fractionally lower by the same 10 mm (0.4 in). The new 2019 Avalon is also larger than the previous version, with its overall length up by 20 mm (0.8 in) to 4,980 mm (196.0 in), its wheelbase stretched by 50 mm (2.0 in) to 2,870 mm (113.0 in), its width increased by 15 mm (0.6 inches) to 1,850 mm (72.8 in), and height lower by 20 mm (0.8 in) to 1,440 mm (56.5 in), resulting in a leaner more athletic stance.

The new Av backs up its dramatic new styling with more energy under the hood, its enhanced 3.5-litre V6 now put out 10 more horsepower and 17 additional lb-ft of torque for a new total of 278 and 265 respectively, while in XSE trim this improved performance is complemented by an “Engine Sound Generator” that beefs up the exhaust note artificially through the audio system when Sport mode is engaged. Before any snide comments, BMW does this with its M cars and Ford with its Mustang and Ecoboost-powered F-150 pickup trucks (plus a number of others, I’m guessing), the result being music to the ears of gearheads.

Even better, Toyota has mated its upgraded V6 with a completely new eight-speed automatic transmission (not a CVT like one of the Av’s supposedly sportier competitors), and by so doing said goodbye to its antiquated six-speed gearbox, plus they’ve add steering wheel-mounted paddle shifters to make the entire package more engaging.

Underpinning the new Avalon is an extended version of the stiffer, more agile chassis that improved the newest Camry, and likewise makes the new Lexus ES more fun to live with, while the XSE’s front struts and rear multi-link setup is sport-tuned even further before being bolted to the one-inch larger 19-inch rims and rubber noted earlier.

Despite all the performance upgrades, the Avalon’s ride continues to be very comfortable, but as anyone reading about the upgrades would imagine, the comfortable ride came with a lot more capability than ever before. The extra horsepower proved enjoyable off the line and the new automatic certainly more engaging than the outgoing one, particularly with Sport mode engaged, although it still took too long for those shifts to occur, so a true sport sedan this is not. Still, this XSE handled considerably better through fast-paced curves than its already adept predecessor.

I also found the seating position very good for a Toyota. Actually, I find Toyota improving their cars’ driving positions in most models recently tested, in that they now offer more telescopic steering column reach to complement their already good seat adjustability. This allowed me to move the Avalon’s driver’s seat rearward enough for comfortable legroom while extending the steering column amply for relative arm comfort and reasonable control, all this necessary due to my having a longer legged, shorter torso frame. I could have used more steering column extension, but the Av’s setup was passable.

This said the driver’s seat’s two-way powered lumbar support was disappointing, particularly considering competitors in this price class offer four-way powered lumbar support that better meets up with the small of my back. Still the seats were quite comfortable without using the extra lumbar support, while the rear seating area is massive, bordering on limousine-like, and comfortable as well. Likewise, the trunk is large at 456 litres (16.1 cu ft) and offers 60/40 folding access for longer items, although a centre pass-through would improve passenger/cargo flexibility even more.

All said I think most luxury sedan buyers that spend a little time with the new Avalon will like it. It’s well built, as most would expect from Toyota, should be reliable, is packed with most of the features one would expect in a $40k-plus car, and provides wonderfully comfortable yet surprisingly sporty performance.

What’s more, with the 2019 model year ending and the identical new 2020 Avalon soon arriving, Toyota is motivated to sell all the remaining stock, which is why you can to now save up to $2,500 in additional incentives (at the time of writing). Just go to CarCostCanada to learn more, and while you’re at it, check out both 2019 and 2020 model year pricing information, including trims, packages and individual options, and also find out about the latest rebates and even dealer invoice pricing, that puts you in charge when negotiating with your local retailer.

Have you seen the 2020 Toyota Highlander? It’s not available to purchase yet, having only debuted at the New York International Auto Show in April, but a quick glance shows that Toyota’s crossover…

New Car Reviews

2019 Toyota Highlander Hybrid Limited Road Test

Have you seen the 2020 Toyota Highlander? It’s not available to purchase yet, having only debuted at the New York International Auto Show in April, but a quick glance shows that Toyota’s crossover SUV division is abandoning its recent Lexus-inspired grandiosity in favour of a subtler approach, much like the 2014 through 2016 Highlander did.

You might remember that Toyota redesigned the Highlander for the 2014 model year, giving it a lot more character and much more refinement inside, while increasing the maximum seat count from seven to eight, and then after enjoying much success with this newfound mid-size crossover formula the automaker replaced the simpler Toyota truck-inspired front grille and fascia for a ritzier chromed up look just three years later for the 2017 model year, which honestly hadn’t hurt sales until recently.

2019 Toyota Highlander Hybrid Limited — The 2019 Toyota Highlander, shown here in as-tested Hybrid Limited trim, offers up a ritzy, chrome-laden look. (Photo: Karen Tuggay)

I’m not a fan of all the glitz and glam adorning the face of this otherwise clean, uncluttered and straightforward family hauler (it still looks quite nice from the rear), but possibly due to its new façade and likely more so because of the automotive market’s general adoption of crossover SUVs in place of cars, Canadian sales were up by 17.70 percent from calendar years 2016 to 2017, although they dropped by 4.06 percent last year and over the first half of 2019 have slipped another 17.70 percent (bizarre that the model’s fall from grace so far this year is in perfect sync with its growth two years ago).

So why, in a market that’s supposedly turning away from traditional cars to crossovers and SUVs, has the Highlander been losing so much ground? Another glance at the stats shows it’s not alone, at least amongst mid-size SUV sales that have fallen by 7.66 percent from calendar years 2017 to 2018. In fact, of the 24 crossovers and SUVs currently selling into the mid-size volume segment (including raised wagons like Subaru’s Outback, two-row crossover SUVs like Hyundai’s Santa Fe, three-row crossover SUVs like this Highlander, and traditional body-on-frame SUVs like Toyota’s 4Runner), eight saw positive growth and 10 experienced a swing in the negative direction, with another five seeing only growing due to being completely new models.

If you’re wondering how the Highlander fits into the scheme of things, here’s a breakdown ranked in order of popularity with calendar year 2019 Q2 sales and growth/shrinkage rates shown in parentheses: Ford Edge at 8,709 units (+9.05); Hyundai Santa Fe at 8,225 (-11.51); Jeep Grand Cherokee 8,033 (+26.94); Kia Sorento at 6,965 (+0.32); Chevrolet Blazer 6,812 (sales started in January 2019); Nissan Murano 5,062 (-8.00); Toyota Highlander 4,985 (-17.70); Dodge Durango 4,900 (+54.14); Subaru Outback 4,212 (-4.77); Ford Explorer at 4,100 (-45.14 due to a model changeover); Volkswagen Atlas 3,679 (+14.01%); Honda Pilot 3,477 (+22.43); Toyota 4Runner 3,398 (+10.18%); Nissan Pathfinder 2,597 (-10.63); Chevrolet Traverse 2,443 (-16.36); GMC Acadia 1,956 (-3.88%); Ford Flex 1,812 (+115.71, shocking, I know); Subaru Ascent 1,721 (sales started in January 2019); Mazda CX-9 1,573 (-7.58); Dodge Journey 1,488 (-39.19); Kia Telluride 1,072 (sales began in March 2019); Honda Passport 921 (sales started in February 2019); Hyundai Palisade 180 (sales began in June 2019); Volkswagen Touareg 17 (-96.91 because it’s a discontinued model).

Don’t expect to see all of these models in the same order at year’s end, thanks to redesigns (the new Explorer should be closer to it’s previous third place, and the aforementioned 2020 Highlander will no doubt get a boost too) and all-new models swelling the ranks (the new Blazer’s sales are impressive), but the leading brands will likely maintain their leadership for good reason, and one of those leaders has long been Toyota.

Being the last year of this well-seasoned third-generation K-platform-based (XU50) Highlander (the new model will ride on the GA-K version of the Toyota New Global Architecture/TNGA), Toyota hasn’t done much to lure in additional buyers. In fact, it’s only added an optional set of LED fog lamps in place of last year’s halogens, which look almost identical from a distance.

Toyota loaned me a 2019 Highlander Hybrid Limited for my weeklong test, by the way, in the exact same Celestial Silver Metallic and Black perforated leather combination as last year’s version, a model I reviewed in detail along with a lovely “Ooh La La Rouge Mica” (that’s really the name) painted conventionally powered 2018 Highlander Limited (both models get the LED fog light upgrade this year).

Updates aside, I still find it shocking that Toyota is the only mainstream volume brand to offer optional electrification in this mid-size class, being that most key competitors have had hybrid drivetrains within their given lineups for decades (although I’ll give Chrysler a shout-out for its Pacifica Hybrid plug-in because it’s at least spacious enough to compete). More power to Toyota, as this Highlander Hybrid remains the most fuel efficient mid-size crossover SUV available, at a time when our country is experiencing our highest pump prices ever, and no end to the budget gouging in sight if our various governments continue to have any say.

Claimed 2019 Highlander Hybrid ratings are 8.1 L/100km in the city, 8.5 on the highway and 8.3 combined, compared to 12.0 city, 8.9 highway and 10.6 combined for the most similarly equipped mid-range XLE and top-line Limited trims with the conventionally-powered V6, AWD, and upgraded auto start/stop system.

Before showing you all competitive model Transport Canada fuel economy numbers, it’s important to note that both Highlander models offer a lot more standard power. Where the majority of rivals come standard with four-cylinder engines, the regular Highlander now uses a 3.5-litre V6 good for 295 horsepower and 263 lb-ft of torque, driving either the front wheels in LX trim, or all four in LX AWD, XLE and Limited trims, via an eight-speed automatic with available auto idle start/stop, whereas the Highlander Hybrid uses the same engine running the more efficient Atkinson-cycle yet, thanks to its potent electric motor/battery combination, makes 306 net horsepower and an undisclosed (but more than sufficient) amount of torque, which ramps up near immediately due to 100 percent of electrified twist arriving instantaneously.

From the list of three-row competitors above, the most efficient (when compared with AWD and auto start/stop if available) rival is Kia’s Sorento at 11.2 L/100km city, 9.0 highway and 10.2 combined, but the Sorento is quite a bit smaller than the Highlander and, like its platform-sharing Hyundai Santa Fe that is no longer available with three rows so as to make way for the brand new Palisade, Kia buyers looking for more passenger and cargo room will likely move up to the Telluride.

Just the same, after the Sorento the thriftiest three-row mid-size SUVs are as follows: GMC Acadia: 11.3 L/100km city, 9.4 highway and 10.5 combined; Mazda CX-9 at 11.6, 9.1 and 10.5 respectively; Highlander V6 at 12.0, 8.9 and 10.6; Nissan Pathfinder at 12.1, 8.9 and 10.7; Honda Pilot at 12.4, 9.3 and 11.0; Hyundai Palisade at 12.3, 9.6 and 11.1; Kia Telluride at 12.5, 9.6 and 11.2; Dodge Durango at 12.7, 9.6 and 11.3; Ford Explorer at 13.1, 9.2 and 11.4; Chevrolet Traverse at 13.7, 9.5 and 11.8; Volkswagen Atlas at 13.8, 10.2 and 12.2; Dodge Journey at 14.5, 10.0 and 12.4; Ford Flex at 14.7, 10.7 and 12.9; and Toyota 4Runner at 14.3, 11.9 and 13.2 respectively.

The only mid-size (kind of) crossover SUV that comes close to the Highlander Hybrid as far as fuel economy goes, albeit with only two rows, five passengers, and much less cargo capacity or power is the four-cylinder equipped Subaru Outback, which still comes up short at 9.4 L/100km city, 7.3 highway and 8.5 combined, while more closely sized, but still two-row, five-passenger and four-cylinder equipped options that improve on the V6-powered Highlander’s fuel-efficiency include the base Ford Edge at 11.4 city, 8.3 highway and 10.0 combined; the Hyundai Santa Fe at 11.2, 8.7 and 10.1 respectively; and the Nissan Murano at 11.7, 8.5 and 10.3; while just for the sake of finishing the list, the new similarly smaller Honda Passport is rated at 12.5, 9.8 and 11.3 respectively; the new Chevrolet Blazer at 12.7, 9.5 and 11.3, while finally the Jeep Grand Cherokee gets a 12.7, 9.6 and 11.3 respective rating.

The electromechanical portion of the Highlander Hybrid’s drivetrain is made up of two permanent magnet synchronous motors, one for driving the front wheels and the other for those in the rear, plus a sealed nickel-metal hydride (Ni-MH) traction battery. Yes, no lithium-ion battery for this now classic Hybrid Synergy Drive hybrid system, but that’s not a bad thing. Consider for a moment that NiMH batteries have been in automotive use since the original Prius went on sale in 1997, and plenty of Prius taxis can be found running around Canadian cities with more than a million kilometres on their original battery packs. NiMH batteries have a proven track record, plus older batteries can be rebuilt using newer modules, as they’ve basically been the same since 2001.

The only negative with the Highlander Hybrid, at least from a driving perspective, is the replacement of the regular model’s eight-speed automatic with an electronically controlled continuously variable transmission (ECVT), but it’s only an issue when pushing the SUV harder through fast-paced backroads than you will likely ever do. Around town and on the highway both transmissions are wonderfully smooth and easy to get along with, while Toyota gives the ECVT a fairly conventional feel thanks to stepped ratios that mimic a traditional automatic, as well as a sequential shift mode when wanting to get sporty, or merely downshift for engine-braking.

As for the Hybrid’s all-wheel drive system, it worked well enough in the rain and even in the mountaintop snow I was able to locate during my test week. Toyota has had a baker’s dozen of years to perfect this basic system, moving up from the original 2006 Highlander Hybrid’s 3.3-litre V6 to the current 3.5-litre version, but other than that sticking with this tried and true drivetrain formula, and I’ve never had an issue pulling myself out of sticky or slippery situations, snow banks included.

Breaking the $50k barrier (at $50,950 plus freight and fees) the 2019 Highlander Hybrid doesn’t come cheap in base XLE trim, while this full-load Limited version hits the road for an even loftier $57,260, but then again a similarly optioned 2019 Chevrolet Traverse High Country comes in at an even pricier $60,100, and the only slightly more upscale 2019 Buick Enclave Avenir will set you back a stratospheric $62,100, and they don’t even offer hybrid drivetrains, so maybe the Highlander Hybrid Limited isn’t so expensive after all.

By the way, make sure to check out CarCostCanada for detailed pricing of all cars just mentioned, including trims, packages and options, plus money saving rebate info and dealer invoice pricing that could save you thousands, whether purchasing the new 2019 Highlander, 2019 Chevy Traverse, 2019 Buick Enclave, or any other mid-size crossover SUV (I’ve got them all linked above if you’d like to know more).

This is where I’d normally go into detail about those trims, packages and options just noted, but it makes more sense to link to my 2018 Toyota Highlander V6 AWD and Hybrid Road Test review and you can read all about it, because, as mentioned earlier, nothing at all has changed from 2018 to 2019 other than those LED fog lamps.

Suffice to say this is a really impressive SUV, with plenty of power, a wonderful ride, decent enough handling, near premium levels of interior quality that even include woven cloth wrapped around all eight roof pillars and plenty of soft-touch surfacing, a nice colourful gauge cluster filled with the types of hybrid controls expected from a partially electric vehicle, a reasonably good centre touchscreen that’s now only overshadowed because of Toyota’s excellent new Entune infotainment interface, comfortable seating from front to back, loads of cargo space, a great reliability record, and superb fuel economy.

The only reason not to consider the 2019 Highlander Hybrid is the same factor for getting one sooner than later, the new 2020 Highlander Hybrid that will show up later this year. It promises to be a step up in styling, refinement and performance, which might give pause to anyone buying this tried and tested model, but that said the current version is not only well proven, it should also be easier for your to get a significant discount. Once again, check out CarCostCanada for any rebate info, while it’s always a good idea to find out what the dealer pays for the vehicle you want in order to negotiate the best deal possible.

News & Reviews- Make: Toyota